Steering linear control double-crawler-type all-terrain vehicle

Abstract

The utility model relates to a steering linear control double-crawler-type all-terrain vehicle which comprises a vehicle body, two sets of crawler wheels are installed on the two sides of the bottom of the vehicle body respectively, a steering shaft, a counter-force mechanism and a linear sensor are installed on the front portion of the vehicle body, and a transmission gear and a first synchronous transmission wheel are installed at the bottom of the steering shaft. The transmission gear is meshed with a rack on the counter-force mechanism, a sensing shaft of the linear sensor is provided with a second synchronous transmission wheel, and the first synchronous transmission wheel is in rolling contact with the second synchronous transmission wheel; a whole vehicle controller, a left motor driver, a right motor driver, a left motor and a right motor are installed in the vehicle body. The double-crawler-type all-terrain vehicle has the advantages that the linear sensor accurately monitors the rotation angle of the steering shaft rotated by a driver, and the steering control accuracy of the double-crawler-type all-terrain vehicle is improved; a driver operates the steering shaft to rotate without being influenced by the change of resistance borne by the crawler wheels, the stability of steering operation of the double-crawler-type all-terrain vehicle is improved, and operation of the driver is facilitated.

Description

Technical Field

[0001] The utility model relates to the field of all-terrain vehicles, in particular to a dual-track all-terrain vehicle with steering linear control. Background Art

[0002] All-terrain vehicles (ATVs) are vehicles that can travel on any terrain, easily maneuvering over terrain where ordinary vehicles would struggle. These vehicles are increasingly popular due to their versatility and unrestricted road conditions.

[0003] Existing all-terrain vehicles (ATVs) still use traditional mechanical steering control mechanisms, relying primarily on the driver to manually operate the handlebars or steering wheel. However, the resistance of the ground to the tracks varies significantly over complex terrain, resulting in poor steering accuracy and stability. Therefore, there is a need to modify the steering control mechanisms of existing ATVs to facilitate driver control and improve steering accuracy and stability. Utility Model Content

[0004] The purpose of the utility model is to overcome the above problems existing in the prior art and provide a dual-track all-terrain vehicle with steering linear control.

[0005] In order to achieve the above technical objectives and the above technical effects, the present invention is implemented through the following technical solutions:

[0006] A dual-track all-terrain vehicle with linear steering control, comprising a vehicle body, a set of track wheels mounted on both sides of the bottom of the vehicle body, a freely rotatable steering shaft, a reaction force mechanism for resetting the steering shaft, and a linear sensor for monitoring the rotation angle of the steering shaft, a transmission gear and a first synchronous transmission wheel mounted on the bottom of the steering shaft, the transmission gear meshing with the rack on the reaction force mechanism, a second synchronous transmission wheel mounted on the sensing shaft of the linear sensor, the first synchronous transmission wheel and the second synchronous transmission wheel in rolling contact; a vehicle controller and a left motor are mounted in the vehicle body. Driver, right motor driver, left motor, right motor, the motor shaft of the left motor is connected to the drive wheel of the left track wheel of the vehicle body, the motor shaft of the right motor is connected to the drive wheel of the right track wheel of the vehicle body, the signal output end of the left motor driver is connected to the signal input end of the left motor, the signal output end of the right motor driver is connected to the signal input end of the right motor, the signal output end of the linear sensor is connected to the signal input end of the vehicle controller through a cable, and the signal output end of the vehicle controller is connected to the signal input end of the left motor driver and the signal input end of the right motor driver through cables respectively.

[0007] Among them, the reaction force mechanism includes a rectangular mounting plate, two clamping blocks, a guide shaft, a rack, and two compression springs. The two clamping blocks are respectively installed on the front sides of the two ends of the mounting plate. The two ends of the guide shaft are respectively clamped between the two clamping blocks and the mounting plate. A rack and two compression springs are sleeved on the guide shaft. The two compression springs are respectively clamped between the rack and the two clamping blocks.

[0008] Wherein, the linear sensor is an angular displacement sensor.

[0009] Among them, each set of track wheels includes a shock-absorbing bracket, a driving wheel, a guide wheel, and a track. The shock-absorbing bracket is installed on the bottom side of the vehicle body, the driving wheel and the guide wheel are respectively installed on the shock-absorbing bracket, and the track is mounted on the driving wheel and the guide wheel.

[0010] The vehicle body is also equipped with a posture sensor for monitoring the posture of the vehicle body, and a signal output terminal of the posture sensor is connected to a signal input terminal of a vehicle controller via a cable.

[0011] An accelerator pedal and a pedal sensor are also installed on the vehicle body. The sensing head of the pedal sensor is connected to the accelerator pedal, and the signal output end of the pedal sensor is connected to the signal input end of the vehicle controller through a cable.

[0012] In a preferred embodiment, a handlebar for controlling the rotation of the steering shaft is installed on the top of the steering shaft.

[0013] In another preferred embodiment, a steering wheel for controlling the rotation of the steering shaft is installed on the top of the steering shaft.

[0014] The beneficial effects of the present utility model are as follows: the first synchronous transmission wheel, the second synchronous transmission wheel and the linear sensor are used to accurately collect the rotation angle of the steering shaft turned by the driver, and the steering signals are generated in sequence and transmitted to the vehicle controller. After processing the steering signal, the vehicle controller sends the operation signals of the left motor and the right motor to the left motor driver and the right motor driver respectively. The left motor driver drives the left motor to operate according to the received operation signal, and the right motor driver drives the right motor to operate according to the received operation signal, thereby driving the track wheels on both sides of the vehicle body to perform differential operation to realize the steering of the dual-track all-terrain vehicle; the linear sensor accurately monitors the rotation angle of the steering shaft turned by the driver, thereby improving the accuracy of the steering control of the dual-track all-terrain vehicle; the driver's operation of the steering shaft rotation is not affected by the change in the resistance of the track wheels, thereby improving the stability of the steering operation of the dual-track all-terrain vehicle and facilitating the operation of the driver. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0016] Figure 1 This is a schematic diagram of a portion of the structure of the dual-track all-terrain vehicle viewed from the front and above in the first embodiment of the present invention;

[0017] Figure 2 yes Figure 1 The structural diagram of the enlarged part A in the middle;

[0018] Figure 3 This is a schematic diagram of a portion of the structure of the dual-track all-terrain vehicle viewed from the side and front in the first embodiment of the present invention;

[0019] Figure 4 This is a schematic diagram of the trajectory of the double-tracked all-terrain vehicle turning right in the present utility model;

[0020] Figure 5 This is a coordinate diagram showing the relationship between the steering axis angle and the turning radius of the dual-track all-terrain vehicle of the present invention;

[0021] Explanation of the numbers in the figure: vehicle body 1, track wheel 2, shock absorber bracket 201, drive wheel 202, guide wheel 203, track 204, steering shaft 3, reaction mechanism 4, mounting plate 401, clamping block 402, guide shaft 403, rack 404, compression spring 405, avoidance groove 406, linear sensor 5, transmission gear 6, first synchronous transmission wheel 7, second synchronous transmission wheel 8, vehicle controller 9, left motor driver 10, right motor driver 11, left motor 12, right motor 13, handlebar 14. DETAILED DESCRIPTION

[0022] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0023] like Figures 1 to 3 The first embodiment shown is a dual-track all-terrain vehicle with linear steering control, comprising a vehicle body 1, with a set of track wheels 2 mounted on both sides of the bottom of the vehicle body 1, each set of track wheels 2 comprising a shock-absorbing bracket 201, a drive wheel 202, a guide wheel 203, and a track 204. The shock-absorbing bracket 201 is mounted on the bottom side of the vehicle body 1, the drive wheel 202 and the guide wheel 203 are mounted on the shock-absorbing bracket 201, and the track 204 is sleeved on the drive wheel 202 and the guide wheel 203.

[0024] The front portion of vehicle body 1 is equipped with a freely rotatable steering shaft 3, a reaction force mechanism 4 for resetting steering shaft 3, and a linear sensor 5 for monitoring the rotation angle of steering shaft 3. A transmission gear 6 and a first synchronous transmission wheel 7 are mounted at the bottom of steering shaft 3. The transmission gear 6 meshes with the rack on reaction force mechanism 4. A second synchronous transmission wheel 8 is mounted on the sensing shaft of linear sensor 5, and the first synchronous transmission wheel 7 and the second synchronous transmission wheel 8 are in rolling contact.

[0025] The reaction force mechanism 4 includes a rectangular mounting plate 401, two clamping blocks 402, a guide shaft 403, a rack 404, and two compression springs 405. The two clamping blocks 402 are respectively installed on the front sides of the two ends of the mounting plate 401, and the two ends of the guide shaft 403 are respectively clamped between the two clamping blocks 402 and the mounting plate 401. A rack 404 and two compression springs 405 are sleeved on the guide shaft 403, and the two compression springs 405 are respectively clamped between the rack 404 and the two clamping blocks 402. A horizontal avoidance groove 406 is opened in the middle of the front side of the mounting plate 401, and the guide shaft 403 and the rack 404 are partially located in the avoidance groove 406; the reaction force mechanism 4 is used to reset the steering shaft after the steering is completed.

[0026] The vehicle body 1 is equipped with a vehicle controller 9, a left motor driver 10, a right motor driver 11, a left motor 12, a right motor 13, and a posture sensor for monitoring the posture of the vehicle body 1. The motor shaft of the left motor 12 is connected to the drive wheel of the left track wheel 2 of the vehicle body 1, and the motor shaft of the right motor 13 is connected to the drive wheel of the right track wheel 2 of the vehicle body 1. The signal output end of the left motor driver 10 is connected to the signal input end of the left motor 12, and the signal output end of the right motor driver 11 is connected to the signal input end of the right motor 13. The signal output end of the linear sensor 5 and the signal output end of the posture sensor are respectively connected to the signal input end of the vehicle controller 9 via cables, and the signal output end of the vehicle controller 9 is respectively connected to the signal input end of the left motor driver 10 and the signal input end of the right motor driver 11 via cables. The vehicle controller 9 is connected to the left motor driver 10 and the right motor driver 11 via a CAN bus or other vehicle internal network protocol.

[0027] An accelerator pedal and a pedal sensor are also installed on the vehicle body 1. The sensing head of the pedal sensor is connected to the accelerator pedal, and the signal output end of the pedal sensor is connected to the signal input end of the vehicle controller 9 through a cable.

[0028] By using the first synchronous transmission wheel, the second synchronous transmission wheel and the linear sensor, the rotation angle of the steering shaft turned by the driver is accurately collected, and the steering signals are generated in turn and transmitted to the vehicle controller. After processing the steering signals, the vehicle controller sends the operating signals of the left motor and the right motor to the left motor driver and the right motor driver respectively. The left motor driver drives the left motor according to the received operating signal, and the right motor driver drives the right motor according to the received operating signal, thereby driving the track wheels on both sides of the vehicle body to perform differential operation to realize the steering of the dual-tracked all-terrain vehicle.

[0029] In order to better control the operation of the left motor and the right motor, the vehicle controller performs comprehensive processing based on the steering signal, combined with the vehicle posture signal sent by the posture sensor and the acceleration signal sent by the pedal sensor, and sends the operation signals of the left motor and the right motor to the left motor driver and the right motor driver respectively.

[0030] In this embodiment, the linear sensor 5 is an angular displacement sensor, and a handlebar 14 for controlling the rotation of the steering shaft 3 is installed on the top of the steering shaft 3 .

[0031] In the second embodiment, a steering wheel for controlling the rotation of the steering shaft 3 is installed on the top of the steering shaft 3 .

[0032] Working principle between the steering wheel and the turning radius of the dual-track all-terrain vehicle when turning:

[0033] Combined with attachment Figure 4 When the dual-track all-terrain vehicle turns right, the speed of the left track wheel is V l , turning radius is R l , the left track wheel travel speed is V r , turning radius is R r The angular velocity of the double-tracked all-terrain vehicle turning is ω, and the center distance between the left track wheel and the right track wheel of the double-tracked all-terrain vehicle is B. According to the speed calculation formula, the following formula can be obtained:

[0034] V l =R l ·ω=(R r +B)·ω(Formula 1)

[0035] V r =R r ω (Formula 2)

[0036] The speed difference between the left track wheel speed and the right track wheel speed can be derived from Formula 1 and Formula 2 as follows:

[0037] V l -V r =(Rr +B)·ω-R r ·ω=B·ω(Formula 3)

[0038] The relationship between angular velocity and velocity difference can be derived from Formula 3 as follows:

[0039]

[0040] The relationship between the left track wheel speed and angular velocity can be derived from Formula 1 and Formula 3 as follows:

[0041]

[0042] From Formula 5, we can see that the turning radius of the left track wheel is inversely proportional to the angular velocity. When the angular velocity increases, the turning radius decreases; when the angular velocity decreases, the turning radius increases.

[0043] The steering axis angle is θ: the rotation angle of the steering wheel affects the steering degree of the vehicle.

[0044] From the attached Figure 5 It can be seen that the relationship between the steering axis angle θ and the turning radius is: the larger the steering axis angle, the smaller the turning radius; conversely, the smaller the steering axis angle, the larger the turning radius.

[0045] In summary, in practical applications:

[0046] Low-speed turning situation: When the dual-track all-terrain vehicle is traveling at a low speed, the steering axis angle is large and the turning radius is small, making it easier for the vehicle to turn.

[0047] High-speed turning conditions: When the dual-track all-terrain vehicle is traveling at high speed, the steering axis angle is small and the turning radius is large to ensure vehicle stability and safety.

[0048] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention, and such changes and improvements fall within the scope of the present invention as claimed.

Claims

1. A dual-track all-terrain vehicle with linear steering control, comprising a vehicle body, with a set of track wheels mounted on both sides of the bottom of the vehicle body, characterized in that: The front portion of the vehicle body is equipped with a freely rotatable steering shaft, a reaction force mechanism for resetting the steering shaft, and a linear sensor for monitoring the rotation angle of the steering shaft. A transmission gear and a first synchronous transmission wheel are installed at the bottom of the steering shaft. The transmission gear meshes with a rack on the reaction force mechanism. A second synchronous transmission wheel is installed on the sensing shaft of the linear sensor, and the first synchronous transmission wheel and the second synchronous transmission wheel are in rolling contact. The vehicle body is equipped with a vehicle controller, a left motor driver, a right motor driver, a left motor, and a right motor. The motor shaft of the left motor is connected to the drive wheel of the left track wheel of the vehicle body, and the motor shaft of the right motor is connected to the drive wheel of the right track wheel of the vehicle body. The signal output end of the left motor driver is connected to the signal input end of the left motor, and the signal output end of the right motor driver is connected to the signal input end of the right motor. The signal output end of the linear sensor is connected to the signal input end of the vehicle controller via a cable, and the signal output end of the vehicle controller is connected to the signal input end of the left motor driver and the signal input end of the right motor driver via cables, respectively.

2. The dual-track all-terrain vehicle according to claim 1, characterized in that: The reaction force mechanism includes a rectangular mounting plate, two clamping blocks, a guide shaft, a rack, and two compression springs. The two clamping blocks are respectively installed on the front sides of the two ends of the mounting plate. The two ends of the guide shaft are respectively clamped between the two clamping blocks and the mounting plate. A rack and two compression springs are sleeved on the guide shaft. The two compression springs are respectively clamped between the rack and the two clamping blocks.

3. The dual-track all-terrain vehicle according to claim 1, characterized in that: The linear sensor is an angular displacement sensor.

4. The dual-track all-terrain vehicle according to claim 1, characterized in that: Each set of track wheels includes a shock-absorbing bracket, a driving wheel, a guide wheel, and a track. The shock-absorbing bracket is installed on the bottom side of the vehicle body, the driving wheel and the guide wheel are respectively installed on the shock-absorbing bracket, and the track is sleeved on the driving wheel and the guide wheel.

5. The dual-track all-terrain vehicle according to claim 1, characterized in that: The vehicle body is also equipped with a posture sensor for monitoring the posture of the vehicle body. The signal output end of the posture sensor is connected to the signal input end of the vehicle controller through a cable.

6. The dual-track all-terrain vehicle according to claim 1, characterized in that: An accelerator pedal and a pedal sensor are also installed on the vehicle body. The sensing head of the pedal sensor is connected to the accelerator pedal, and the signal output end of the pedal sensor is connected to the signal input end of the vehicle controller through a cable.

7. The dual-track all-terrain vehicle according to claim 1, characterized in that: A handlebar for controlling the rotation of the steering shaft is installed on the top of the steering shaft.

8. The dual-track all-terrain vehicle according to claim 1, characterized in that: A steering wheel for controlling the rotation of the steering shaft is installed on the top of the steering shaft.

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